JP2010036803A - Automatic train control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inexpensive automatic train control device capable of achieving high-density operation while maintaining high safety. <P>SOLUTION: A track information transmitter 101 is installed in each of closed sections 100T, 101T, 102T of a track, and transmits speed information S1 corresponding to the signal indication to a track circuit. Each of wayside coils 20, 21 is arranged in a vicinity of the boundary of the closed section of the track, and transmits distance information (L1) and gradient information (&theta;1) from the wayside coil 20 to the next wayside coil 21 to an on-vehicle device 3. A receiver 30 of the on-vehicle device 3 is electromagnetically coupled with the track circuit to receive the speed information S1. A pick-up coil 31 of the on-vehicle device 3 is electromagnetically coupled with the wayside coils 20, 21 to receive the distance information (L1) and the gradient information (&theta;1). A signal receiving and processing unit 32 of the on-vehicle device 3 generates a train speed limit pattern by the speed information S1 received by the receiver 30, and the distance information (L1) and the gradient information (&theta;1) received by the pick-up coil 31. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an automatic train control device. The automatic train control device according to the present invention includes not only an ATC device but also an ATS device (automatic train stop device).

  In railways, in order to keep the train interval and avoid collisions, set a closed section on the track, install a traffic light at the boundary of the closed section, instruct the train to proceed or stop, Only one train is allowed to enter. However, if the driver does not follow the instructions of the traffic light and moves forward, there is a risk that the trains will collide with each other, so the train is automatically stopped by the ATS device.

  In addition to the above, in the case of a system in which a signal is not installed on the closed boundary and the signal is displayed on the train cab (in-vehicle signal block type), the ATC device automatically stops the train. It has a function to automatically decelerate below the signal speed limit.

  The ATS device transmits signal information from the ground unit installed at a predetermined point to the train. When the traffic signal is a stop signal, the ATS device receives the signal at the train side on the train side. This is a mechanism to control and stop the brake when the speed is exceeded. Such a method is called a point control type ATS.

  As one of the point control type ATSs, there is known a method for automatically controlling a train by transmitting traffic signal information and distance information to a traffic signal, generating a continuous speed check pattern in an on-board device (patent) Reference 1). Since this method can only receive information required for control at the ground child point, the ATS pattern is updated until the next ground child is reached even if the signal display changes to a higher position immediately after passing the point. Can not. For this reason, there is a limit to high-density operation of trains.

  The ATC device continuously transmits signal information from the ground device to the train via the rail, etc., receives the signal information with the power receiver of the on-board device, the on-board device checks the signal information and the train speed, It is a mechanism that controls the brake and decelerates or stops to a predetermined speed when the speed is exceeded. Such a system is called continuous control type ATC.

  As one of the continuous control type ATCs, the on-board device stores in advance a block section position and section length database, receives in-line section information on the forward train via the rail, and sets a speed check pattern according to the train interval. One that generates and automatically controls the train speed is known (see Patent Document 2).

This method is suitable for high-density operation because it continuously transmits the position information of the preceding train, but because the on-board device has a route database, if the blockage section on the ground changes, there are many There is a problem that the train database must be changed at the same time and managed to the same version.
JP 2006-213148 A Japanese Patent Laid-Open No. 2003-011821

  An object of the present invention is to provide an automatic train control device that is capable of high-density operation while maintaining high safety and that is inexpensive.

  In order to solve the problems described above, an automatic train control device according to the present invention includes a ground device and an on-board device. The ground device includes an orbit information transmitter and a plurality of ground elements. The trajectory information transmitter is installed for each closed section of the trajectory and transmits speed information corresponding to the signal display to the trajectory circuit.

  Each of the plurality of ground elements is arranged near the boundary of the closed section of the track, and transmits distance information and gradient information from the ground element to the next ground element to the on-board device.

  The on-vehicle device includes a power receiver, an on-vehicle element, and a signal reception processing unit. The power receiver is electromagnetically coupled to the track circuit to receive speed information, and the vehicle upper is electromagnetically coupled to the ground element to receive the distance information and the gradient information. The signal reception processing unit generates a train speed limit pattern based on the speed information received by the power receiver and the distance information and gradient information received by the vehicle upper element.

  As described above, in the automatic train control device according to the present invention, each of the plurality of track information transmitters constituting the ground device is installed for each block section of the track, and the speed information corresponding to the indication of the traffic light is tracked. Send to circuit. On the other hand, the on-board device includes a power receiver, and the power receiver is electromagnetically coupled to the track circuit to receive speed information. Therefore, the power receiver continuously receives the speed information (ATC signal) transmitted from the track information transmitter to the track circuit by electromagnetic coupling with the track circuit (continuous transmission method).

  Moreover, the ground device includes a plurality of ground elements, and each of these ground elements is arranged near the boundary of the closed section of the orbit. The vehicle upper unit is electromagnetically coupled to the ground unit and receives distance information and gradient information. Therefore, the vehicle upper element receives the distance information and the gradient of each ground element as point information (point transmission method) by individual electromagnetic coupling with each of the ground elements.

  The signal reception processing unit generates a train speed limit pattern based on the speed information received by the power receiver and the distance information and gradient information received by the vehicle upper element. That is, the signal reception processing unit generates a train speed limit pattern by a combination of a continuous transmission method using a track circuit and a point transmission method using a ground unit. Therefore, it is not necessary to have a route database in the on-board device, which can contribute to cost reduction of the on-board device.

  In train control, it is usually possible to predict the signal display in the next blockage section of the blockage section on the signal display sequence, so when the distance information and the gradient information from the ground unit are received, the next It is possible to predict the ATC signal of the next closed section and draw a train speed limit pattern that decelerates or stops (final speed) the train at a position slightly before the entry end of the next closed section. When the train enters the next blockage section, if the signal indication supplied from the track circuit in this blockage section matches the prediction, the train speed limit pattern is continued. , Change to a pattern corresponding to the signal display.

  By using the predictive control as described above, it is possible to avoid a pattern generation delay due to a delay in the trajectory information reception process in the on-board device and a decrease in the driving density due to this, and contribute to high-density driving.

  As one preferable mode, each of the plurality of ground elements includes at least distance information and gradient information from the ground element to the next ground element, and distance information and gradient information from the next ground element to the next ground element. Are transmitted to the on-board device and stored on the on-board device. When the next ground unit fails, the on-board device generates a train speed limit pattern based on the distance information and the gradient information received by the ground unit. According to this aspect, even if a failure or a transmission error occurs in the next ground element, the train speed limit pattern can be generated based on the distance information and the gradient information received by the ground element. That is, the same effect as that obtained when the ground element arrangement, which is originally a single system, is made into a double system can be obtained, and high safety can be ensured.

  In addition to the distance information, the ground element also transmits gradient information, so that the gradient information is read by the vehicle upper element, and the signal reception processing unit uses the gradient information together with the distance information for train speed control. By doing so, it is possible to create a train speed limit pattern in consideration of the speed decrease or speed increase due to the gradient, and to execute more accurate train speed control.

  As described above, according to the present invention, it is possible to provide an automatic train control device that is capable of high-density operation while maintaining high safety and that is inexpensive.

  FIG. 1 is a diagram schematically showing a configuration of an automatic train control device according to the present invention. Referring to the figure, the automatic train control device according to the present invention includes a ground device and an on-board device 3, and controls the speed of a train 300 traveling on a track 4 in a direction indicated by an arrow F1. First, the ground device includes an orbit information transmitter 101 and a plurality of ground elements 20 and 21. Further, the ground device has a track circuit receiver 111R and a track circuit transmitter 111S as a general configuration.

  The track information transmitter 101 supplies speed information S1 to the track circuit from one end of the block circuit 101T in the vicinity of the boundary with the block circuit 102T positioned in front of the block circuit 101T when viewed in the traveling direction F1 of the train 300. . The speed information S1 is given as an ATC signal. Hereinafter, the speed information is referred to as an ATC signal.

  The track circuit receiver 111R receives the track voltage signal supplied to the track circuit from the track circuit transmitter 111S, and is connected to the track circuit on the other end side of the blocking circuit 101T. When the train 300 does not exist in the block circuit 101T, the track voltage signal is received by the track circuit receiver 111R, and the track circuit receiver 111R generates a train detection signal without a train. When the train 300 exists in the block circuit 101T, the track 4 is short-circuited by the axle of the train 300, so that the track voltage signal is not received by the track circuit receiver 111R. In this case, the track circuit receiver 111R generates a train detection signal indicating the presence or absence of a train on line.

  Each of the ground pieces 20 and 21 is disposed in the vicinity of the closed boundary on the train advance side of the closed sections 100T and 101T. Specifically, the ground element 20 is disposed at a position P0 in the closed section 100T that is separated by a distance ΔL1 from the closed boundary that separates the train advance side of the closed section 100T and the train approach side of the closed section 101T. Is arranged at a position P1 of the closed section 101T, which is separated from the closed boundary that separates the train advance side of the closed section 101T and the train entrance side of the closed section 102T by a distance ΔL1. The two distances ΔL1 based on the two closing boundaries may be the same or different.

  The ground element 20 stores at least information on the distance L1 from the ground element 20 to the next ground element 21. Even if the distance L1 is the same, the traveling speed of the train 300 increases or decreases depending on the gradient of the track 4, so that in addition to the distance information, the gradient information of the track 4 is added to each of the ground elements 20, 21. Store θ1.

  A large number n of ground units 20 and 21 are installed along the track 4 of the train 300 over the entire length thereof, but only two adjacent ones are representatively shown in FIG. The relationship between the distance between other ground elements (not shown) and the distance between the closed sections is also the same as the distance L1 between the ground elements 20-21 and the distance between the blocked sections 101T. The same applies to the ground element set distance ΔL1 based on the blockage boundary.

  The ground elements 20 and 21 are composed of, for example, a transponder or the like, and are coupled to the vehicle upper element 31 provided in the train 300 to perform transmission / reception. A power source method may be used, or a non-power source method may be used. Such ground elements 20 and 21 are well known.

  A block signal 101R is installed at the block boundary between the block section 100T and the block section 101T, and a block signal 102R is installed at the block boundary between the block section 101T and the block section 102T. The signal display of the obstruction signal devices 101R and 102R is determined by the forward track circuit conditions. The ground device transmits ATC signals corresponding to the signal indications of the blocking traffic signals 101R and 102R to the forward track circuit.

  Next, the on-board device 3 includes a power receiver 30, an on-board element 31, and a signal reception processing unit 32. The power receiver 30 is electromagnetically coupled to the track circuit and receives the ATC signals S0 and S1. The vehicle upper element 31 is combined with the ground element 21 and receives the information on the distance L1 and the gradient information θ1 transmitted from the ground element 21.

  The signal reception processing unit 32 uses the distance information L1 and the gradient information θ1 received from the ground element 20, 21 by the vehicle upper element 31 as information for generating a train speed limit signal. A speed detector 34 such as a speed generator is attached to at least one of the wheels 34 provided in the train 300, and a brake device 36 is attached to some of the wheels 34.

  Next, a more specific configuration and operation of the automatic train control device according to the present invention will be described with reference to FIG. In FIG. 2, trains 301 and 302 travel on the track 4 from the left side to the right side of the drawing in the direction indicated by the arrow F1, and along the traveling direction F1, closed sections 100T, 101T, 102T, 103T, and 104T. , 105T are sequentially arranged.

  Seen in the traveling direction F1, ground elements 20 to 25 are installed in front of the respective closed boundaries that define the closed sections 100T to 105T. The ground element 20 and the ground element 21 are separated from each other by a distance L1, the ground element 21 and the ground element 22 are separated from each other by a distance L2, and the ground element 22 and the ground element 23 are separated from each other by a distance L3. 23 and the ground element 24 are separated by a distance L4, and the ground element 24 and the ground element 25 are separated by a distance L5.

  In addition, blocking signal devices 101R to 105R are installed at each blocking boundary that partitions between the blocking sections 100T to 105T. The signal display sequences of the blocking signal devices 100R to 105R are determined in advance. The signal display sequence in the case where the preceding train 301 is in the blocked section 105T is an example, but the blocked signal 105R in the blocked section 105T in which the preceding train 301 is in the R section (stopped display), the blocked section 104T occlusion signal 104R is YY indication (for example, speed limit 25km / h), occlusion signal 103R occlusion signal 103R is Y indication (eg speed limit 45km / h), occlusion signal 102R occlusion signal 102R is YG indication ( For example, the speed limit is 75 km / h). The block signal 101R in the block section 101T becomes G display (no speed limit). However, there may be other display methods.

  ATC signals S1 to S4 corresponding to the above-described signal indications are supplied to the closed sections 100T to 105T from the track information transmitters 101 to 104 provided on the train advance end sides of the closed sections 100T to 105T, respectively. Is done. These ATC signals S1 to S4 are received by the power receiver 30 by electromagnetic coupling between the track circuit and the power receiver 30 (see FIG. 1) when the train 300 travels through the respective closed sections 100T to 105T. FIG. 2 shows a graph with the train position on the horizontal axis and the train speed on the vertical axis. In this graph, curves A11 to A14 are train speed limit patterns set in the onboard apparatus 3, and curves B11 to B14 are brake patterns following the train speed limit patterns A11 to A14.

  In the closed section 100T, there is a subsequent train 302 that travels in the direction indicated by the travel direction F1. Hereinafter, the speed limitation of the following train 302 will be described by taking as an example a case where the vehicle travels from the closed section 100T to the closed sections 101T, 102T, 103T, and 104T.

  First, when the subsequent train 302 passes over the ground element 20 set in the closed section 100T in the vicinity of the closed boundary between the closed section 100T and the closed section 101T, the vehicle upper section 31 of the subsequent train 302 is The distance information L1 and the gradient information θ1 between the ground element 20 in the closed section 100T and the ground element 21 in the next closed section 101T are transmitted from the ground element 20 to the vehicle upper element 31. , Received by the vehicle upper 31.

  Since the obstruction signal 101R in the obstruction section 101T has the G indication, the next obstruction section 102T after the obstruction section 101T can be predicted to be the YG indication from the normally used signal indication sequence. Therefore, when the following train 302 reaches the ground unit 21 set in the closed section 101T or before that, the signal reception processing unit 32 of the on-board device 3 is allowed to limit the YG display in the blocked section 102T. A train speed limit pattern A11 is set so that the speed (75 km / h) is obtained. The train speed limit pattern A11 in the closed section 101T is generated from the information on the distance L1 and the gradient information θ1 received by the vehicle upper member 31, the brake performance of the own train, and the expected ATC signal S1 in the closed section 101T. The

  When the following train 302 passes over the ground piece 20 and enters the block section 101T, the ATC signal S1 supplied from the track information transmitter 101 to the track circuit is received by the power receiver 30 of the on-board device 3. Is received by the signal reception processing unit 32. When the received ATC signal S1 matches the expected G indication, the signal processing device 32 considers the train speed supplied from the train speed detector 34, and the train speed is the train speed limit pattern A11. The brake 36 is controlled so as not to exceed the set speed. Therefore, the following train 302 is controlled by the brake pattern B11 whose train speed is lower than the train speed limit pattern A11.

  The generation of the train speed limit pattern described above is executed every time the succeeding train 302 passes over the ground elements 21, 22, 23, 24, and the signal display YG, Train speed limit patterns A12, A13, A14 according to Y, YY are generated. If the preceding train 301 remains stopped in the blocked section 105T, a train speed limit pattern A14 that stops the subsequent train 302 is set at the position of the ground element 24 set in the blocked section 104T. The speed of the subsequent train 302 is limited by brake patterns B12, B13, and B14 that do not exceed the train speed limit patterns A12, A13, and A14.

  When the train 300 enters the closed section (100T to 104T), if the signal indication supplied from the track circuit in the closed sections 100T to 104T matches the prediction, the train speed limit pattern ( A11 to A14) are continued, but if there is a mismatch, the train speed limit pattern (A11 to A14) is changed to a pattern corresponding to the signal display. For example, when the preceding train 301 enters the closed section 106T from the closed section 105T, the signal display sequence of the closed sections 101T to 105T changes. In this case, the train speed limit pattern (A11 to A14) is switched to a pattern suitable for the signal display sequence after the change. This point will be described with reference to FIG.

  As shown in FIG. 3, the signal display sequence when the preceding train 301 advances into the blocking section 105T and enters the blocking section 106T is the signal indicating the blocking signal 106R in the blocking section 106T where the preceding train 301 is present. (Stop display), blockage signal 105R in blockage section 105T is YY display (for example, speed limit 25 km / h), blockage signal 104R in blockage section 104T is Y display (for example, speed limit 45 km / h), blockage section 103T The obstruction signal 103R becomes YG indication (for example, speed limit 75km / h). The blocking signal 102R in the blocking section 102T becomes G indication (no speed limit).

  In the example of FIG. 2, when the following train 302 enters the blocked section 101T, it is predicted that the signal display of the blocked section 102T is the YG display, and actually the YG display, The display of the blockage section 102T predicted to be the YG display is up to the G display. In this case, in the closed section 101T, it is not necessary to consider the speed limitation due to the display of the closed section 102T, and it is possible to travel to the ground unit 21 at the speed according to the G display.

  Therefore, the signal reception processing unit 32 cancels the speed limit due to the speed limit pattern A11 in the block section 101T, and sets the speed limit pattern A11 in the block section 102T. Hereinafter, the speed limit pattern A12 is set in the closed section 103T, the speed limit pattern A13 is set in the closed section 104T, and the speed limit pattern A14 (stop pattern) is set in the closed section 105T.

  As described above, in the automatic train control device according to the present invention, each of the track information transmitters 101 to 104 is installed for each of the closed sections 100T to 104T, and the ATC signals S0 to S0 corresponding to the indications of the traffic lights 101R to 104R. S4 is transmitted to the track circuit, and the power receiver 30 of the on-board device 3 is electromagnetically coupled to the track circuit and receives the ATC signals S0 to S4. Therefore, the power receiver 30 continuously receives (continuous transmission method) the ATC signals S0 to S4 transmitted from the track information transmitters 101 to 104 to the track circuit by electromagnetic coupling with the track circuit.

  On the other hand, each of the ground elements 20 to 24 is disposed in the vicinity of the boundary between the closed sections 100T to 104T. The vehicle upper member 31 is electromagnetically coupled to the ground children 20 to 24 and receives distance information (L1 to L4) and gradient information (θ1 to θ4). Therefore, the vehicle upper element 31 uses the individual electromagnetic coupling with each of the ground elements 20 to 24 to obtain the distance information (L1 to L4) and the gradient information (θ1 to θ4) of each ground element 20 to 24 as the point information. Will be received (point transmission method).

  The signal reception processing unit 32 determines the train speed limit pattern (A11) based on the ATC signals S0 to S4 received by the power receiver 30, the distance information (L1 to L4) and the gradient information (θ1 to θ4) received by the vehicle upper member 31. To A14). That is, the signal reception processing unit generates a train speed limit pattern (A11 to A14) by a combination of the continuous transmission method using the track circuit and the point transmission method using the ground elements 20 to 24.

  And from the signal display of the block sections 101T to 104T predicted from the signal display series, the distance information (L1 to L4), the gradient information (θ1 to θ4), and the brake performance of the own train, the next block section 101T to A train speed limit pattern for stopping the train (final speed) can be drawn at a position slightly before the entry end of 104T, for example, at the positions P1 to P4 where the ground elements 21 to 24 are set. Therefore, it is not necessary to have a route database in the on-board device 3, and it is possible to contribute to the cost reduction of the on-board device 3.

  Moreover, since the ground elements 20 to 24 also transmit gradient information (θ1 to θ4) in addition to the distance information (L1 to L4), in the signal reception processing unit 32, the gradient is transmitted together with the distance information (L1 to L4). By using the information (θ1 to θ4) for train speed control, the train speed limit pattern (A11 to A14) is created by taking into account the speed decrease or speed increase due to the gradient, and more accurate train speed control is performed. Can be executed.

  As one preferable mode, each of the ground elements 20 to 24 includes, for example, distance information L1 and gradient information θ1 from the ground element 20 to the next ground element 21, and from the next ground element 21 to the next ground element 22. The distance information L2 and the gradient information θ2 can be transmitted to the on-board device 3 and stored in the on-board device 3. The on-board device 3 can generate the train speed limit pattern A12 based on the distance information L2 and the gradient information θ2 received by the ground unit 20 when the next ground unit 21 fails. That is, the same effect as that obtained when the arrangement of the ground elements 20 to 24, which are originally single systems, is doubled can be obtained, and high safety can be ensured.

  The advantages of the above-described automatic train control device according to the present invention will become more apparent when compared with the characteristics of the conventional automatic train control device. FIG. 4 is a diagram showing a specific example thereof. In the figure, curves C11 to C14 are conventional typical train speed limit patterns, and have characteristics that change the maximum allowable speed of the signal display stepwise. Curves D11 to D14 are the brake patterns. Curve A is the train speed limit pattern in the present invention, and curve B is the brake pattern. In the case of a conventional automatic train control device, the driver does not know the distance between the closed sections 100T to 104T. Accordingly, the driver travels at a considerably lower speed than the maximum speed permitted in the closed sections 100T to 104T during the traveling, as shown by the curves D11 to D14, in order to avoid an impact on the passenger due to the rapid deceleration. It is normal to try to drive like this. For this reason, the transport efficiency is lowered due to a drop in the train speed.

  In addition, at positions Q0 to Q4 of ground elements 50 to 54, the train speed must be equal to or lower than the train speed corresponding to the signal indication given to each of the closed sections 100T to 104T. , At a position just before the blockage boundary by a distance ΔL2 (> ΔL1), the speed drops to a speed allowed in the blockage section, and then travels a long distance to the blockage boundary at the reduced speed. This will result in poor transport efficiency.

It is a figure showing roughly one embodiment of an automatic train control device concerning the present invention. It is a figure which shows the operation | use form of the automatic train control apparatus which concerns on this invention. It is a figure which shows another operation form of the automatic train control apparatus which concerns on this invention. It is a figure which shows another operation form of the automatic train control apparatus which concerns on this invention in contrast with that of a prior art.

100-104 Orbit information transmitter 20-24
3 On-vehicle equipment
30 Power receiver
31 Car upper
32 Signal reception processor 111S to 114S Track circuit transmitter 111R to 114R Track circuit receiver

Claims (2)

An automatic train control device including a ground device and an on-board device,
The ground device includes an orbit information transmitter and a plurality of ground elements,
The trajectory information transmitter is installed for each closed section of the trajectory, and transmits speed information corresponding to the signal display to the trajectory circuit,
Each of the plurality of ground elements is arranged near the boundary of the closed section of the orbit, and transmits distance information and gradient information from the ground element to the next ground element to the on-board device,
The on-board device includes a power receiver, an on-board child, and a signal reception processing unit,
The power receiver is electromagnetically coupled with the track circuit to receive speed information,
The vehicle upper element is electromagnetically coupled with the ground element to receive the distance information and the gradient information,
The signal reception processing unit generates a train speed limit pattern based on the speed information received by the power receiver and the distance information and gradient information received by the vehicle upper element.
Automatic train control device. 2. The automatic train control device according to claim 1, wherein each of the plurality of ground elements includes at least distance information and gradient information from the ground element to the next ground element, and the next from the next ground. The distance information and the gradient information to the ground unit are transmitted to the on-board device, stored in the on-board unit, and when one ground unit breaks down, the distance received by the previous ground unit Generate train speed limit pattern with information and gradient information,
Automatic train control device.

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